Rail anchor



June l0, 1941. H Q WARR RAILANCHOR Filed Deo. 27, 1938 4 Sheets-Sheet 1 June 10, 1941. l H. G. WAR'R 12,244,755

' RAIL ANCHOR Filed Das. 2v, 193s 4 sheets-sheet s June 1o, 1941. H. G, WARR 2,244,755

` RAIL ANCHOR Filed Dec. 27, 1938 f 4sheets-sheet 4 g2g/f la uw( Inlfenaf @wmf (towrys l I l" iff@ Patented June l0, 19d! RAIL ANCHOR.

Harold G. Wan', Park Ridge, lll., auignor to Poor Company, Chicago, lll.,

`of Delaware a corporation Application December 27, 1938, Serial No. 247,902

23 Claims. (Cl. 23S-327) This invention relates to a rail anchoring device of the general type which includes a jaw portion adapted to overlie and grip the top surface of the base portion of a rail and a portion adapted to abut against a side face of the rail supporting structure so as to resist longitudinal movements of the rail.

The above general type of anchor device heretofore made has ordinarily been formed from a metal bar by bending the bar into hook form to provide one or more jaws which overlie the top surface of the rail base so as to grip the rail base at a location where the rail is unsupported by an adjacent cross-tie or tie plate. In other words, the under rail portion of such type of anchor device is located at one side of an adjacent cross-tie so as to bear against a side face thereof and the jaw or jaws of the device engage the top surface of the rail base within, or substantially within the side planes of the said underrail portion of the anchor.

The above jaw construction as heretofore made presents certain' distinct advantages over other proposed forms in that it has only one bend and, therefore, simplifies the Imanufacture of the device. It also makes it practicable to accurately form the anchor device with rail gripping surfaces of such width as will exert the most effective grip on the top and bottom surfaces of the rail when the under-rail portion of the anchor device is pressed against the side face of the cross-tie lin a manner to produce a canting grip on the top and bottom surfaces of the rail base flange. i

A' principal object of the invention is to provide, in a rail anchor device of the above general class, certain improved constructions which increase the eihciency of the anchor as a whole and which will be highly effective in protecting the base flange of the railroad rail from being notched or otherwise seriously damaged when the rail anchor jaw overlying the rail base flange is struck by a derailed wheel or by dragging rigging of a car.

A more specific object is to provide a rail anchor of simplified construction in which a law portion adapted to overlie the base flange of the rail is formed with a single hook shaped bend and which also includes novel means for rigidifying the jaw and for shielding the raiibase flange from the shearing strains such as those ordinarily imposed thereon when a derailed wheel or dragging rigging of a car strikes the upper jaw portion of the usual form of anchor device now in general use. In this connection the invention contemplates, as one speclc construction, provision of a jaw having-a relatively high rigidifying nn which is adapted to be bent or crushed when struck squarely on the top or side and which is also formed with oppositely inclined edges which converge to form a sharp peak disposed at one side of the rail head, whereby a derailed wheel or other object striking the inclined outer edge of the fln will be deflected clear of the rail fiange and whereby an object striking the inclined inner edge of the fin vwill be deflected inwardly against the side face of the rail head, thereby producing a swaging or lateral force sufficient to dislodge the anchor from the rail without damagingthe rail base.

Another object is to provide a rail anchor device with certain other novel and improved constructions which give the device a tie bearing face of large area and which also include means of appropriate widths adapted to overlie the top face of the cross-tie so as to abut against an edge face of a tie plate; the said tie plate abutment means being so formed as to avoid 4increasing the width of the overlying jaw or offsetting the under surface thereof to restrict its rail gripping surface to the desired width.

A further object is to provide a novel and improved method of forming an anchor device from a rolled metal bar vof angular configuration in cross section and including a relatively wide and thin reinforcing web or flange, whereby the' said bar may be bent into hook form to provide an upper jaw having an accurately formed vrail gripping surface of predetermined width and whereby the said rigidifying web or flange above the upper jaw is so stretched by the tension therein during the bending operation as to form an upstanding fin having a height substantially equal to the original width of the said web and having oppositely inclined edges which converge into a peak which, when the anchor is in its applied position on a rail, assumes a position at a substantial distance laterally from the side plane of the rail head.

Other objects and advantages of the invention will be readily apparent from the detailed description of the construction and operation of the embodiments illustrated in the accompanying drawings, wherein:

Fig. 1 is a cross-sectional view of a railroadv the many possible conditions which may exist when the overlying jaw of the anchor is s-truck by;` a derailed wheel.

Fig. 2 is a section taken lengthwise of the rail on line 2-2 of Fig. 1, looking in the direction indicated by the arrow.

Fig. 3 is a plan view of the structure shown in Fig. l, the head portion of the rail being broken away.

Fig. 4 is a view in perspective of the rail anchor device shown in the preceding figures.,

Fig. 5 is a plan view of al metal blank from which the anchor device shown in the preceding figure is formed.

Fig.. 6 is a cross-sectional view through the blank taken on line 6-6 of Fig. 5.

Fig. 7 is a fragmentary view of the die members employed to form the anchor device and illustrates also the blank shown in Fig. 5 bent around the forming die.

Fig. 8 is a cross-sectional view on line 8 8 of Fig. 7 illustrating the manner in which the bending pressure is applied to the lateral anges of the bar at opposite sides of the rigidifying web.

Fig. 9 is a view similar to Fig. 1, but illustrates a slightly modified embodiment.

Fig. 10 is a cross-sectional view taken on line ID-IU of Fig. 9.

Fig. 10a is a similar sectional View showing an anchor made from an L-shaped bar of di'erent cross-section.

Fig. 11 is a plan view showing the device of Fig. 10 applied to the base flange of a rail.

Fig. 12 is a view similar to Fig. 8, but illustrating the die members of appropriate form for use in connection with the manufacture of the modified anchor device shown in Figs. 9, 10 and 11 and Fig. 13 is a fragmentary plan view of the lower die member showing a special construction for imparting an inclined face to the locking shoulder portion of the anchor.

Referring ilrst to Figs. 1 to 8, inclusive, of the drawings: I0 designates a railroad rail of the well known form in which the base flanges I i--I2 project beyond the side planes of the rail head I3. The rail is supported on a supporting strucgripping surface I8b thereof will be of uniform width throughout the length of the bar. Ihe body portion of the anchor device including the major portion of the bar extends horizontally across beneath the rail base in-a position to abut against the side face of a cross-tie and against the said edge surface 20 of the tie plate, as shown in Fig-2. The bar is bent at one end into hook form to provide upper and lower `iaws 22 and 23 which are adapted to be driven into spring clamping engagement with the top and bottom surfaces of the rail base flange I I. An up-pressed shoulder 24 formed at the other end of the bar provides a locking means which engages over the ture comprising an ordinary wooden cross-tie It and a tie plate I5 interposed between the base portion of the rail and the top surface of the cross-tie. The tie plate may be secured to the cross-tie in any suitable manner, for example, by means of eut spikes iii-I6 which serve the twofold purpose of securing the plate l 5 to the crosstie and retaining the rail i0 on the plate. The said tie plate is positioned on the cross-tie in spaced relation to the side faces of the tie sub-v stantially as shown in Figs. 2 and 3. This arrangement, therefore, provides a space l'l between the bottom of the rail base and the top surface of the cross-tie.

The specific form of rail anchor device shown in said Figs. 1 to 8, inclusive. is made from a rolled metal bar angular in cross section. Preferably, the said bar is substantially T-shaped in cross-section so as to provide laterally extending arms I8 and I 9, either of which is adapted to overlie the top surface of the cross-tie II so as to bear against an edge surface 20 of a tie plate I5 and providing a wide `thin flange or web 2|. Preferably the web is located at one side of the longitudinal center of the bar so that the lateral arm I8 will be somewhat wider than the arm i9. The arm I8, however, is preferably recessed at IBa during the rolling of the bar so that the rail lower corner portion of the rail base flange I2 so as to hold the anchor device on the rail.

The said hook portion of the anchor device is preferablyformed to provide a substantial clearance 25 between the edge of the rail base flange ii and the curved inner surface of the hook shaped bend. 'I'here is also preferably a clearancespace 25 between the top surface of the base flange II and the under surface of the jaw 22 so that said jaw will grip the flange only at the surface 21 near. the inner end of the jaw.

lThe depending web 2I of the bar extends around the hook portion of the anchor device so as to provide the desired strength to the upper jaw 22. The end portion of the said web is formed to provide a relatively sharp peak portion 28 which, when the anchor is in its applied position,

assumes a position at a substantial distance laterally from the side plane of the rail head. The

end 29 and longitudinal edge 30 of the said web extend downwardly from the said peak 28 at substantially equal angles so as to provide inner and outer deflecting surfaces adapted when struck by a derailed wheel or other object to deflect the object outwardly from the rail base flange and/or force the anchor off the r'ail and thereby prevent such impact against the overlying jaw of the anchor from punching the anchor jaw through the base flange of the rail or otherwise seriously damaging the rail base flange. In order to illustrate the manner in which the deflecting surfaces 29 and 30 function to prevent notching of the rail flange when the jaw 22 is struck by a derailed wheel, two derailed wheels designated 3i and 32 are shown in outline in Fig. 1. When a derailed wheel, for example, wheel 3i moves along the rail in the manner indicated, the flange of the Wheel striking the deflecting surfaces 29 will bend the jaw downwardly to the extent permitted by the clearance space 2,6. This downward bending of the upper jaw relieves the gripping action oi the lower Jaw 23 on the bottom surface of the rail base and also releases the locking shoulder 2li. Simultaneously with the above distortion which relieves the grip of the anchor on the rail, the downward force of the wheel flange on the inclined deflecting surface 29 forces the jaw 22 off the rail base flange. In the event that the flange or other portion of a derailed wheel, for example, wheel 32 strikes the anchor jaw at a location beyond the peak 28 of the web, the downward force of the impact is received bythe deflecting surface 30 so as to deflect the wheel outwardly from the rail. 'I'he force of the impact on the said deflecting surface 30 also distorts the jaw 22 by bending it downwardly in the manner previously described and forces it inwardly upon the rail base flange Il, thereby spreading the hook portion of the anchor so that the said jaw 22 thereof is either broken or dislodged from the rail flange. In the event that a derailed wheel or other object strikes the peak 29 of the reinlowest portion of the-wheel passes over the anchor Jaw. Y

The above rail flange protecting feature of the invention may obviously be obtained when the anchor device is formed from bars other than of T-shaped configuration. However, the T-shaped bar herein shown has certain other advantages,

- for example, depending flange 2| provides a centrally arranged reinforcement which imparts equal resistances to opposite edge portions of the anchor Jaws and the lateral arms Il andl I9 may be suitably proportioned to accommodate dinerent spacings between the tie plateand the side -faces of cross-ties.

In constructions in which the armu|9 of the bar l is substantially greater than the arm I9. portions of the arm i9 are cut away along the line of the oifset or recess |8a, as indicated at 99 and I4 (Fig. so that the tie plate abutting portion 35 projects laterally from the other edge portions of l the body. The said portion 99 being offset downwardly, as previously described. does notV affect the width of the anchor for exerting a. canting grip on the top and bottom surfaces of the rail base, for example. when the body portion ofthe anchor is pressed against the cross-tie, regardthe cross-tie. By cutting away the said portion I4, the locking shoulder 24 is made of the same width as the bearing 21 of the Jaw 22 and therefore provides a more effective shackle gripping action on the vertical edge portion oi' the rail base when the anchor is subjected to forces tending to turn it about a vertical'axis. Furthermore,

less of which side of the anchor is engaged with l the offset tie plate abutment l5 does not project beyond the side edges of the rail base. Therefore, water and other corrosion producing matter will not readily collect in the recess |9a. y

When forming the anchor herein shown'the bar shown in Fig. 5 after the portions 39 and 2l have been cut away, is pressed between the die members 38 and 99;'the upper die member being recessed, as indicated at 49, to receive the web 2 I- of the bar. This pressing operation forms the offset locking shoulder 24, the latter being formed by pressure applied to the lateral arms I9 and I9 at opposite sides of the `web 2|. other end of the bar is then bent around the portion IVI of the die 39 so as to form'the hook shaped portion of the anchor. This bending operation is performed by a wing arm 42, which is guided in its movement by a curved surface 43 on the die 99. The saidv wing arm is preferably recessed to provide portions lli-49 which stand on opposite sides of the web 2| of the bar. Preferably, the bending pressure is applied to the lateral arms |9-|9 relatively close to the juncture of the web'2| with the lateral arms of the bar so that the metal at the end of the jaw 22.

and lying within the sides planes of the web 2| will be forced upwardly against the under surface l1 of the die 39 and thereby avoid any substantial depression being formed in the rail engagingsurface 21 of the anchor jaw 22. By applying the bending pressure to the lateral arms of the bar in the above manner, the web 2|, being free of pressure on its outer edge is stretched The both lengthwise and vertically of said :law 22.

The lengthwise stretchingv action positions the peak 29 ofthe web` outwardly fromthe end of the said jaw to form the inclined edges 29 and 90 and the 'vertical` stretching of the web maintains the said peak 29 at a'height'which is substantially equal or slightly greater than the original width of the web. The said web is maintained in a positionperpendicular to the lateral arms of the bar during the bending operation' by the position of the members 45-46 of the wing arm on opposite sides of the web. The slight thinning of the web 2| at its junction 4with the arms |9|9. because of the pressure of the wing arm and because of the vertical stretching of the metal in the web does not affect the rigidifying function of the web. This condition. however, increases the tendency of the said web to break,

,in the manner previously described. along the lines A-A when the web above the jaw 22 is struck sidewise. When the said web is broken in the above manner, the jaw 22 is materially weakened so that, in fact, it may be knocked off the rail by the wheel before the lower portion of thewheel passes over the jaw.

Referring now to the modified anchor shown in Figs. 9, 10 and 11 and to the die members, as

fshown in Figs. 12 and 13: The modified anchor designated generally by the reference numeral 50 is made from a bar which is preferablyv substantially L-shaped in cross-section so as to provide a horizontal rail gripping portion 5| and a relatively wide depending flange or web 52 along one edge thereof for bearing against the vertical side face of a cross-tie ida. The other edge of the said rail gripping portion of the bar is formed with a relatively low but thick reinforcement 53 and the depressed intervening portion 54 is preferably curved. The baris bent at one end to provide upper and lower jaws 55 and 56 which are spaced from the edge of the rail and grip the top and bottom surfaces of the rail base flange Ila. 'I'he hook shaped configuration of the bar vis substantially the same as that shown in the previousembodiment so as to provide corresponding clearances 25d-26a between the edge and upper surface of the base flange and the adjacent surfaces of the anchor. The web portion 52 of the bar, which extends above the upper jaw 55, assumes the same shape and position as the corresponding web of the previous embodiment so as to provide a peak portion 29a which is disposed at a substantial distance laterally of the side plane of the rail head and to provide also the downwardly inclined deiiecting surfaces 29d-30a which function in the same manner as the corresponding surfaces 29-30 of the previous embodiment.

The rolled metal L-shaped bar is preferably v formed with a recess 5l along the edge of the bar adjacent the web 52 so as to limit the rail bearing surface 59 to the exact width desired. This rail grippingsurface extends the full width of the' bar so that the rail gripping surfaces of the upper and lower jaws will be of equal width. A principaladvantage of providing the bar with the recess 51 is that the bending pressure applied to the horizontal portion of the j-aw 55 in forming the hook shaped configuration can be applied .to the' horizontal portion of the upper jaw for the full width of the rail bearing surface 21a and thereby insure the formati-on of -a rail gripping surface of the desired width and at the same stretch both" vertically `and lengthwise -of the jaw 55 in the manner previously described so as to maintain the height of the peak 28a at approximately the original'width of the web 52. This stretching action of the web may result in displacing the metal at the edge of the recess 51, for example, from the dotted line position, as shown in Fig. 10, to approximately the full line position. The amount of this displacement of metal will vary somewhat in accordance `wlth the temperature of the bar during the bending operation. However, in the constructions shown, such distortion will be confined substantially to the metal beyond the contacting surface of the wing arm. The said wing arm 52a is formed with a recess to receive the depending ange 52 of the bar during the bending of the same around the portion Ma of the die 39a. All of the die members correspond substantially to the die constructions shown in Figs. 7 and 8 except that the dies are formed with a contour adapted to fit into the depression t formed in the outer face of the horizontal portion 5i of the bar. This intertting of `the wing arm 42a in the said depression 5@ insures that the said wing arm will be held in close relation to the llet of the web 52 and thereby avoid extending the variable distortion 5B beyond the shoulder 59 of the recess 51 formed in the bar. Also the raised portion or shoulder 59 on the die member tia provides a support bearing for the recessed portion of the bar and therefore prevents the rib- 52 from bending toward the left of Fig. 12 during the bending of the bar into hook form. The end of the anchor device, for engaging the other edge of the rail base, is provided with upf-pressed shoulders 24a, the r-ail engaging surface of which corre- -spon-ds in width to the width of the surface Ella of the jaw 55. This condition is maintained, preferably, by pressing Ithe shoulder portion 24a over the upper edge of the die 39a, the latter of which is provided with an inclined face 66, as shown in Fig. 13, which insures the formation of a suitable clearance Si between the inner face of that portion of the jaw 24a, overlying the depending iiange 52. During the oi'setting operation of the said shoulder 2da the material Within the side planes of the web 52 will be drawn.

to some extent, downwardly with the other portion of the off-set metal and will receive the angular face 63, as indicated in Fig. 11. By forming the said locking shoulder 2da in the above manner, the width of the rail bearing face thereof can be maintained at any desired dimension which will be satisfactory and most eilective for cooperating with the width of the siuiace 21a for exerting a shackle gripping action on the ruil transversely .thereof when the anchor is subjected to a turning action about a vertical axis.

The modification shown in Fig. l0a is the same as the anchor shown in Figs. 9, 10 and 11 except that the bar is formed with a llet 64 of relatively lar-ge radius instead of the depression 54. The said fillet serves to extend the reinforcement of the web 52a. .to the opposite edge of the bar. When forming this modied anchor -the forming dies, for example, the die 35a and the Wing arm 42a, are provided with curved faces as shown in dotted lines 55 and 65, respectively, which correspond to the radius of the iillet 5.4.

Both modified anchors herein shown may be driven to their applied position on a rail by striking the outer edge of the web 52 or 52a, as the case may be, at the bend 'of the hook or by striking the lateral portion of the bar. The said anchors, when in their applied positions will grip the rail in the same manner as the first described embodiment and the relatively sharp peak form of iin positioned above their upper jaws will function in the same manner as previously described -to deflect articles striking the upper jaws thereof and thereby prevents injury to the rail base flange.

While the various features of the invention have been illustrated in connection with two specific embodiments of the invention, it will be obvious to persons familiar with this art that the features of the inventiton might be embodied in rail anchors of various types and constructions. It will be understood, therefore, that the invention contemplates all such changes in structures and form which come within the scope of 'the appended claims.

I claim:

1. A rail anchor comprising a bar bent at one end into hook form to provideupper and lower jaws for gripping the top and bottom surfaces, respectively, of the base portion of a railroad rail, said bar having a horizontally disposed portion for engagement with the rail and a relatively wide but thin vertically disposed flange for end into hook form to provide upper and lowerjaws for gripping the top and bottom surfaces, respectively, of a railroad rail base nange, said bar having a horizontally disposed rail engaging portion adapted to extend over the top surface of a cross-tie for abutting engagement with a tie plate positioned on said cross-tie and having also a relatively wide but thin vertically disposed flange for abutting against a side face of said cross-tie and for reinforcing said upper and lower jaws; the portion of said iiange overlying the upper jaw being formed.l with oppositely inclined deecting surfaces which incline downwardly transversely of the rail from. a peak located outwardly from the rail head a distance suilicient to permit a portion of a derailed car Wheel to strike either of said deiiecting surfaces.

3. A rail anchor comprising a bar having a4 body portion adapted to extend across beneath a. railroad rail, a hook at one end of the body providing a rail gripping jaw which overlies one ilange of the rail base within the side planes of said body and grips the top surface of said ange only at a location spaced inwardly from the edge of said flange, and means at the other end of the body for engaging the other flange of the rail base; the said bar being of angular configura-v posed flange extending around said hook and formed with a relatively straight edge which inclines downwardly and inwardly transversely of the rail from a peak located outwardly from the rail head a. distance suflicient to permit a por- 2,244,755 son oth derailed .car wheel rome the ma deflectlng surface.

4.Arail anchor comprisingabarhaving a portion adapted to extend across beneath adapted to overlie the top surface of a cross-tie and abut against the side face of a tie plate supported on the cross-tie. and a vertically disposed flange for bearing against a side face of the eros-tie.4 the said vertically disposed flange extending around the said hook and formed with relatively steep deflecting surfaces which incline downwardly, in opposite directions transversely whereby the rail gripping surfaces of the bar are of uniform width throughout the length of the anchor and whereby the width of the said locking means is less than the full width of the anchor device. p l

8. A rail anchor device comprising a bar of angular cross-section, including a horizontal portion and a vertically disposed iiange bent at one end to provide a rail clamping jaw adapted to overlie one base flange of a.` railroad rail with the said vertical flange projecting upwardly from the jaw and formed at the other end with means for engaging the other base flange of the rail; the said vertically disposed flange being of sumcient width whereby the stretching of the metal Vtherein during the forming of the said bend oftherailfromapeakspacedasubstantialdisg tance outwardly fromthe rail head.

5.Arai1anchorcomprisingabarhavinga body portion adapted to extend across beneath arailroadraihahookatoneendofthebody providing a rail gripping jaw which ovrlies one A flange of the rail base within the side planes of said body. and means at the other end of the body for engaging the other flange on the rail base; thesaidbarbeing T-shapedincross section to providetwo horizontally disposed arms. either of which is adapted to overlie the top surface of a crow-tie and abut against a tie plate supported on the cross-tie, and a vertically disposed ilange for Vbearing against the side face of the cross-tie, the said vertically disposed flange extending around the said hook and formed with opposite edge portions which incline downwardly transversely of the rail from a peak located outwardly from the rail head a distance sufficient to permit a portion of a derailed car wheel to strike either of said inclined edge portions.

6. A rail anchor comprising a bar having a body portion adapted to extend across beneath the rail, a hook at one end of the body providing a rail gripping Jaw which overlies one ilange of the rail, and means at the other end of the body for locking engagement with the other vflange of the rail base; the said bar being of T-shaped configuration in cross section havingl horizontal arms of different widths, either of which is adapted to overlie the top surface of a cross-tie and abut against a tie plate positioned on the tie, a portion of the wider horizontal arm being' cut away and another portion thereof being offset downwardly from the top face of the har,

whereby the rail gripping surfaces of the bar are of uniform width throughout the length of the anchor. A v

"1. A rail anchor comprising a bar having a body portion adapted to extend across beneath the rail,\ a hook at one end ofthe body providing a rail gripping jaw which overlies one flange of the rail base within the side planes of said body, and means at the other end of the body for engaging the other flange of the rail base; the saidh bar being of T-shaped configuration in cross-section having horizontal arms of different widths. either of which is adapted to overlie the top surface of a cross-tie and abut against a tie plate positioned on the tie; portions of the wider horizontal arm being cut away at opposite ends of the bar and another portion thereof being oifset downwardly from the top face of the bar,

forms the portion of the flange above said vjaw into a triangular configuration having its peak located outwardly from the rail head a distance sufficient to permit a car wheel flange to pass between said peak and the rail head.

l9. A rail anchor device comprising a bar T-'shaped in cross-section, including a vertically disposed flange and horizontal arms at opposite sides of the flange, bent at one end to provide a rail clamping jaw adapted to overlie one base flange of a railroad rail withthe said vertical vflange extending upwardly from the jaw and ing the forming of the said bend forms the portion of the flange above said Jaw into a triangular configuration having -`its peak located at a A suiiicient distance outwardly from the side plane of the rail head to permit a car wheel flange to pass between the peak and the rail head.

l0. A rail anchor .device comprising a bar of T-shaped cross-section, including a vertically disposediiange and horizontal arms at opposite sides of the flange, bent at one end to provide a rail clamping jaw adapted to overlie one base flange of a railroad rail with the said vertical flange projecting upwardly from the Jaw and formed at the other end with up-pressed portions of the horizontal flanges for engaging the other base iiange of the rail; the said vertically disposed iiange being of sufficient width whereby thestretching of the metal therein during the forming of the said bend reduces the thickness of the vertical flange at its junct'ure with the horizontal flanges of said jaw and also forms the portion of the nange above said jaw into a triangular connguration having its peak located at a substantial distance outwardly from the side piane of the rail head.

l1. A rail anchor comprising a bar bent at one end into hook form to provide a clamping jaw for overlying one base flange of a railroad rail and formed Aat the other end with an up-pressed shoulder for locking engagement with the other flange oi the rail base; said bar'having a horizontal portion for receiving the bending pressure during the formation of the hook'and having a vertically disposed flange of suiicient width whereby the stretching of the metal therein during the forming of the hook imparts to that portion of the flange above said jaw a triangular configuration having its peak located at a substantial distance outwardly from the side plane of the rail head and reduces the thickness of the vertical flange at its juncture with a horizontal V portion of the Jaw.

hook imparts to that portion of the flange above said jaw a triangular conflgurationhaving its peak located at a substantial distance outwardly from the side plane of the rail head and reduces the thickness of the vertical flange at its'Junc-w ture with a horizontal portion of the jaw. 'l

13. A rail anchor comprising a bar bent at one end into hook form to provide a clamping jaw for overlying one base flange of arailroad rail and formed at the other end with an up'- pressed shoulder for locking engagement with the other flange of the rail base; the inner face of said shoulder being offset outwardly for a portion of its length so that the effective length of the shoulder for engaging the rail is less than the full length of the shoulder.

14. A rail anchor comprising a bar bent at one end into yhook form to provide a rail clamping jaw for overlying one base flange of the rail and formed at the other end with an 11p-pressed shoulder for locking engagement with the other flange of the rail base; a portion of said bar underlying the base flange of the rail being offset downwardly `so as to reduce its effective width for bearing against the rail and the inner face of said shoulder being offset outwardly adjacent an edge thereof for a portion of its length so that the effective length of the shoulder for engaging the rail is less than the full length of the shoulder. 15. A rail anchor comprising a bar formed at one end with a hook portion to provide upper and lower jaws for gripping the top and bottom surfaces, respectively, of the base portion of a rail, said bar having a horizontally disposed portion for engagement with the base portion of a rail and having a low depending flange along one edge and a relatively wide but thin depending flange along the other edge for reinforcing the upper and lower Jaws; the portion of the wide flange overlying the upper jaw being formed with oppositely inclined deflecting surfaces which converge into a peakl portion at a substantial distance outwardly from the side plane of the rail head.

16. A method of forming a rail anchor by bending a bar having a horizontally disposed portion and a vertical flange into hook form to provide the anchor with rail gripping upper and lower jawsrigidified by said vertical flange; comprising bending the bar around a suitable form by application of bending pressure exclusively to the horizontal portion of the bar, whereby the vertically disposed flange is free to stretch both vertically and lengthwise of the hook during the bending operation.

17. The method of forming a rail anchor by bending a bar having a horizontally disposed portion and a vertical flange into hook form to provide the anchor with rail gripping upper and lower jaws rigidilled by said vertical flange, comprising bending the bar around asuitable form by application of bending pressure exclusively to the horizontal portion of the bar and in close relation-to the vertical flange, whereby metal adjacent the base of the flange is pressed against the form to -provide a rail gripping surface of predetermined width and whereby the vertically disposed flange of the bar is free to stretch both vertically and lengthwise of' the hook during the bending operation. l i

18. The method of forming a rail anchor by bending a har T-shaped in cross section into hook form to provide the anchor device with rail gripping upper and lower jaws rigidified by an outwardly projecting flange; comprising bending the bar around a suitable form by application of bending pressure exclusively to the horizontal portion of the bar at opposite sides of the out wardly projecting'flange and in close relation to the juncture of said flange, whereby the metal of the horizontal portion lying within the side planes of the outwardly projecting flange is displaced inwardly toward-the form around'which the said bar is bent and whereby the outwardly projecting flange is free to stretch both vertically and 'lengthwise of the hook during the bending operation so that the portion of said flange overlying the upper `law will forma peak shaped fln having oppositely inclined edges.

' 19. The method of forming a rail anchor by bending a bar L=shaped in' cross-section into hook form to provide the anchor device with rail gripping upper and lower jawsy rigidifledv by the vertically vdisposed flange of the bar; comprising bending the bar around a die by application of 'bending pressure exclusively to the horizontal portion of the bar at one side of the vertical flange thereof to form a rail gripping surface of predetermined width which lis less' than the total width of the bar.

20. A rail anchor device comprising a bar bent into hook form to provide upper and lower Jawv portions for gripping the top and bottom surfaces, respectively, of one base flange of a railroad rail, the upper Jaw being formed to bear on the top surface of said flange only at a location spaced inwardly from, the edge of the flange and is provided on its top face with ay deiiecting surface which inclines downwardly and inwardly transversely of the rail from a point located outwardly from the rail head a distance sumcient to permit a portion of a derailed car wheel to strike the denectlng surface, and the said deflecting surface being ,inclined relative to the vertical center of the rail at an angle sufficiently acute to translate the downward force exerted by the wheel into a horizontal component of sufficient force to dislodge the anchor device from the rail.

2l. A rail anchor device provided with upper and lower jaw portions for gripping the top and bottom surfaces, respectively, of the base portion of a railroad rail, the said upper jaw being formed withan outwardly projecting lin provided with inner and outer deflecting surfaces A which incline downwardly transversely of the rail from a peak located outwardly from the rail head a distance sulcient topermit a portion of a derailed car wheel to strike the inner dellecting surface and the said inner deflecting surface being inclined relative to the vertical center of the rail at an angle sufficiently acute to translate a downward force exerted by the wheel into a horizontal component of sufllcient force to disl lodge the anchor device from the rail.

22.v A rail anchor device provided with upper and lower jaw. portions for gripping the top and with a relatively high but thin vertically disposed n extending transversely of the rail, the opposite edges of which provide inner and outer deecting surfaces which incline downwardly transversely of the rail from a peak located outwardly from the rail head a distance sufficient to permit a portion of a derailed car wheel to strike either of said deilectlng surfaces, and the deflecting surfaces being inclined at angles sumciently acute relative to a vertical plane passing through said peak to translate the downwardly exerted force of the wheel into a horizontal component of sumcient force to shift the anchor jaw in a direction transversely of the rail.

23. A rail anchor comprising a bar bent at one end into hook form to provide upper and lower jaws for gripping the top and bottom surfaces, respectively, of a railroad rail base flange, said bar having a horizontally disposed body portion for engagement with the rail and a vertically disposed flange which extends around the said hook portion to reinforce the upper and lower jaws, the portion of the vertical flange overlying the upper jaw having inner and outer deiiecting surfaces which incline downwardly transversely of the rail from a peak located outwardly from the rail head a distance sunicient to permit a portion of a derailed car wheel to strike either of said defiecting surfaces, and the deecting surfaces being inclined at angles sufficiently acute relative to a vertical plane passing through said peak to translate the downwardly exerted force of the wheel into a horizontal component of sufficient force to shift the anchor Jaw in a direction transversely of the rail.

HAROLD G. WARR. 

